Rail splice



G. l. TITUS RAIL SPLICE Sept. 16, 1952 Filed May 23, 1951 I i ATTORNEYS Patented Sept. 16, 1952 .`z,61o,799 aan. srmoa Grover I. Titus, Laramie, Wym Y y K I Application May 23, 1951, Smal Nm 227,867 j,

` UjNirgo'-fsTAfrEs PATENT z v mm. (o1. zas- 2635 This invention relates to a 4rail splice and has as its-primary object theprovision of `an improved splice or splicing device for the'tempofrary or permanent repair of broken railroad rails` .1,1 l

An additional yim'r'ubrtant`1 object of `the invention is the provision of a device of this character which may be readily applied to and/or removed from a broken rail with a minimum of effort and diiiieulty. j U u A further object of the invention is the provision of such a device which may be utilized for application to rail breaks of varying sizes and extent.

Still another object of the invention is the provision of a device for this purpose Which'imparts to the rail a strengthV atleast equal to if not greater than, itsl original inherent strength. v 7 f Still another object of the invention is the provision of a device of this character which may be readily carried aboard a locomotive or tender for immediate application by an individual train crew, thus obviating the necessity of calling out a section crew and further obviating potential delay of rail traino.

Still another object of the invention is the provision of a device of this character which is adapted to ready adjustment as well as application and which, when applied. will retain its position in substantially slip-proof relation regardless of the hammering eifected thereon by the passage of rail trafcA thereover.

A still further object of the invention is the provision of a device of this character which is sturdy and durable in construction, reliable and efficient in operation and relatively simple and inexpensive to manufacture, assemble and install.

Other objects will in part be obvious and in part be pointed out as the description of the invention proceeds, and shownA in the accompanying drawing, wherein there is disclosed a preferred embodiment of this inventive concept.

In the drawing:

Fig. 1 is a, side elevational View of one form of this inventive concept as applied to a conventional railroad rail;

Fig. 2 is a fragmentary top plan construction of Fig. 1;

Fig. 3 is an enlarged cross-sectional view taken substantially along the line 3--3 of Fig. 1, as viewed in the direction indicated by the arrows; and

view of the `Figure 4 is a fragmentary inner side elevation of one of the joint bars. j j

Similar, referencecharacters refer tosimilar parts; throughout the several views of the drawlngl n a Having reference now to fthe drawing in detail, thereA is generally indicated aty .I0 a` railroad rail which includes a ball I I, a web I2, and a base I3, 4all of coinveritionalor known design. Obviously. the, rail may be of anys-conventional weight asdesired and the clamping-device of the instant invention sizedV accordingly. A

The instant invention is comprised .of a 'pair of joint bars I4, each formed at its top, as indicated at I5. to conform tothe'lower. face of the rail ball II`, and at its bottom. I6 to. conform to the top surface lof `therail base. vThe bars I4 may be formed of any desired length in order'to accommodate breaks of varying dimensions and are each provided with a series of spaced dimples I'I unilaterally aligned for the reception of the extremity I8 of a screw or bolt I9, carried by a clamp generally indicated at 20 and to be more fully described hereinafter.

The inner surface of each of joint bars I4 is provided with a series of substantially vertical teeth or serrations r2I for the purpose of precluding any possible slippage of the device after its application to the rail. It is to be noted that the bars I4 are so designed and dimensioned as to iit snugly between the bottom of the rail ball and the top of the rail base, and abut securely against the top of the web I2 of the rail.

Referring now to the clamps 20, it will be seen, as best shown in Fig. 3, that each is of substantially U-shaped. configuration including a base 22 and a pair of spaced upwardly extending opposite arms 23, each of which latter is provided with a threaded aperture 24 through which the screws I9 are adapted to extend. Each of screws I9 is provided with a head 25 to facilitate the application of a wrench or the like thereto. It should also be pointed out that the point of the screws I9 is preferably of conical configuration, as shown at I8, to facilitate accurate engagement with the dimples I1 in joint bars I4 previously described.

In the use and application of the device, one of bars I4 is positioned on either side of rail I0 extending across the break 26 (see Fig. 1) and suitable depressions dug beneath the rail between adjacent ties to permit the insertion of one or more of clamping members 20 on either side of the break. These members are then suitably spaced in accordance with the dimensions of the break and the screws I9 tightened, the points I8 thereof engaging in the nearest adjacent dimple l1. Thus, the clamps 20 may be readily applied at desired positions, regardless of the dimensions of the break.

It is further to be noted that each of the joint bars I 4 is provided at a point adjacent its juxtaposition to the rail ball with an elongated arcuate recess or depression 21 to accommodate the wheel angegof'any railroad vehicle passing thereover. Y

Any suitable means, such as a tie wire or lock wire 30 extending between the heads 25 of bolts` I9 may be provided for precluding loosening'A of the bolts under heavy traic.

correspondingly,

the rail, the inner faces of said bars bearing sublock washers 3l may also be provided on. cache' individual bon 1f desired or 1f found practical.

It is to be undertsood that such lockfwashers' and/or lock wires are optional and only to, be;

utilized when and if necessary to the eifective functioning of the.. construction It will now be seenv that; there is herein,n provided an improvedrail splice whichmay berea'dily applied to a brokenrail" witha minimumnf dimculty and effort and further applied by aV train crew without the necessity of c alling out a Section sans., and` which. further will; be of sufficient strength firmly to holdj a Abroken rail in juxtaposedA relation to permit .thepassage of 1 the heaviest aftramc thereover and which will" retain the raill insuchpositionflrmly and against slippage for anindeflnite period'of time, regardless of the volume orti-amc whichmay bepa-ssed over such rail:

It will also be seen that there is herein provided-a rail clamp which arcnlllplis'liesV all of they objects of this invention. andvothers', including many advantages; of; extreme practical utility and commercial importance;

stantially against the opposite faces of the rail web, the outer side of each bar having a plurality of longitudinally spaced apart recesses, a pair of U-shaped clamps having the bights thereof extending transversely oi' and beneath the base dangers of -the rail with the legs of the clamps upright and confronting the outer faces of the bars, said; clamps:y heilig, positionablespaned from the abutting endsof .them-rails; andflock. bolts threadL edthrough, thelegda of the z clamps, and; each one of said lock bolts engaging atitsv inner end5 inl a any one of a selected recess, said bolts tightly holding said bars aaaimtithefreis;

g '.-QRQVER L TIT-US.-r

asrEBaNoas CITED..

The following references are of record; inthe:

leoffthisfpatentr- I Y UNIrEiisfrarEs PATENTS 1,126,496 Liebmana, Jan` 26,1915

1,229,925 Flanagan -v r June 12.; 1.917

1,892,025 Wolhaupter Dec. v27,1832v 

